jsprague



No Model.) 5 Sheets-Sheefi 1. F. JL-SPRAGUE.

ELEGTRIG RAILWAY MOTOR. No. 406,600. Patented July 9, 1889.

(No Model.)

5 Sheets-Sheet 2.

J. SPRAGUE. ELECTRIC? RAILWAY MOTOR.

Patented July 9 L889.

II b 5 Sheets-Sheet 3.

(N0 Mod-e1.)

P. J. SPRAGUE.

ELECTRIC RAILWAY MOTOR.

N0. 400,000. Patented Ju1y. ,-9, 1889'.

' (No Model.) 5 Sheets-Sheet 5. I F. J. SPRAGUE. ELECTRIC RAILWAY MOTOR. 7 No. 406,600. Patented July 9, 1889.

G I I wih uzoodo antennas/ 35 from-each other on the axle.

P tts"; Citron.

FRANK J.'SPRAGUE, on NEW YoRK, s. 1".,

ASSIGNOR TO, THE

Emormo RAILWAY AND MOTOR COMPANY, or SAMEJPLA'CE.

ELECTRIC RAILWAY-MOTOR,

sPnemIeATxoiv forming part of Letters Patent No. eoaeoo, dated .nujo, 1889.

Original application filed March 1, 1889, Serial No, 301,683. .Divided and this application filed June 4, 1889. Serial Boa a 313,093. (No model.)

To allxwhom, it may concern.-

lie it known that I, FRANK J. SPRAGUE, a citizen of the United States, residing at New York, in the county and.Sta-te of New York,

have invented a certain new and useful Improvement in Electric Railway-Motors, of which the following is a specification.

In my patent, 1%. 324,892, dated August 25, 1885, is setforth a mode of construction 10 and arrangement for an electro-dynamicmotor placed upon a wheeled vehicle for the purpose of propelling the same, in which the mo-- for is centerednpon the driving-axle of the vehicle by sleeving its field-magnet on such I axle and supported by springs, and the armature is carried upon the said field-magnet and geared to the said driving-axle in such manner that the armature shaft will always remain parallelwlth the driving-axle, whereby a true engagement of the gears is always permitted in spite of any movements of the body of the vehicle on its springs, and at the same time the driving-axle is relieved of the dead-Weight .of the motor.

.My'prcseut invention relates to certain improvements upon this construction, the main object being to distribute the weight of the motor more evenly upon the driving-axle, to prevent the motor from straining-laterally,

and to reduce the liability of the disabling of the apparatus by accident.

The improvement mainly consists in dividing the bearings'of the motor upon the axle into two parts, which are somewhat removed In practice I accomplish this by providing two brackets attached to or forming part of the field-magnet, preferablyat its yoke Orkeeper,which brackets are formed or provided with sleeves in- 40 closing the driving-axle on each side of the magnet, and which also extend to points on each side, where they are formed or provided with hearings for a driving-shaft, which may be the armature-shaft of the motor or an intermediate counter-shaft or stud. I prefer to attach such brackets removably to the motor,

' so that either of them can be taken off when necessary for purposes of repair or replacement.

It will be seen thatmy invention is equally applicable whether the gearing is by the di rect engagement of a pinion or pinions on the annature-shaft with. one or more toothed wheels on the driving-axle, or whether ind-irect gearing through a counter-shaft or stud is employed. In the latter oase thebraekets,

as just stated, form the hearings or support for the counter-shaft or stud.

My invention, further, is applicablewhether the gearing is distributed at both ends of the shafts or whether it is concentrated on one sideonly, and it is also independent of the particular form of motor used; The spring;

suspension of the motor is preferably at the end farthest from the driving-axle. Where a motor is einployedin which two branches, of the field-magnet are placed one above the other, I find it convenient in some cases to pass the shaft which is driven by the armature-shaft, and which may be either the driving-axle or the counter-shaft, between such branches of the field-magnet. I so arrange ,.l igure 1 is a plan view of a complete truck provided with two electro-dynamic niotors ar r nged according to one form of my invention.

Fig. 2 is a longitiulinalsection of thesame on the line 2 2 of Fig.1; Fig. 3, a plan view of a simple arrangement of a motor of U-shaped form; Fig. 4,21 section of the same on the line 4. 4 of Fig. 3; Fig. 5, a plan View of an arrangementfor a motor inwhich the field-magnet cxtends longitudinally in both directions from the armature; Fig. 6, a section ofthe same on the line 6 6 of Fig. 5; Fig. 7, a plan View showing a motor of the same form as in Fig. 5, but with modified arrangement of gearing and modified construction in certain parts; and Fig. 8, agscction on line 8 8 of Fig. 7. I

Referring first to Figs. 3 and l, A is the driving-axle otthe vehicle, at the ends of which are mounted the wheels I; 1

(J time the branches of the field-magnet,

placed one above the other, D being the yoke ,or. keeper, and r E E the curved pole-pieccs inclosin g the rotating armature F.

G is the armature-shaft, at each end 'of which is placed a pinion H, such pinions engaging wit'h toothed wheels I I, mounted on a counter-shaft K, which extends across the truck between the branches C O of the fieldmagnet. Upon the ends of the counter-shaft K are pinions L L, which engage with toothed wheels M M on the driving-axle A, whereby the rotation of the armature is communicated to the wheels B B to'propel the car.

At each side of the motor is a bracket N, such brackets being of the form illustrated in Figs. 3 and 4, and independently attached to the keeper D of the field-magnet by bolts a a ,and these brackets extend out laterally on either side to the counter-shaft K, where they are constructed with sleeves a a, which form hearings or supports for the said countershaft and thcn'extend back opposite the ends of the armature, having at their-extremities :sleeves b b, which form bearings for the armature-shaft G. Such brackets are also joined to the field-magnet pole-pieces by arms 0 0, extending from near the extremities of the brackets and bolted tn the pole-pieces at a While this arrangement is desirable for strength, in some cases the bracket may not extend continuously from sleeve (1 to sleeve 3); but the said sleeves Z21; may be supported alone by the arms 0 0, extending from the pole-pieees At the other end of each of the brackets N, where it is joined-to the yoke D, such brackets are formed with half-sleeves (Z d, which inclose the upper portion of the driving-axle A, and bolted to which are similar halfsleeves e e. Itwill. be seen that by this arrangement the.field-magnet is sleeved upon the driving-axle at two points removed laterally from each other, and that the drivingshaft- (or the armature and counter-shaft) is supported from the field-m agnet in such man-' nor that they always maintain the same position relative to each other and to the fieldmagnet and driving-axle, whereby a constant engagement of the various gear-wlmcls with each other is insured. by placing the centering-supports inside the wheels. and the gearing between the ccnteririg-supports and the axle-boxes I am enabled to bring the motor close to the axles, whereby a compact 'structu re is produced. "At the armature end of the field-magnet it is provided with an out-.

wardly-cxtending lug or projection f, and by means of bo'ltf' and heavy spiral springs g the motor is supported flexibly from a suitable portion of the truck or thc'car-body. An-

other mode of spring-suspension is shown in Figs. 1 and 2, in which 0 represents a truckframe, and I is the cross-beam or bolster,

. the magnetic Each mo tor is sleeved at two points e e on one of the drivingaxlesA of the truck, and each has its armature-shaft carried in bearings formed in brackets N N. In the arrangement shown in Figs. 1 and 2 no counter-shaft. is employed, the gearing being direct from the pinions H on the armatureshaft to the toothed wheels M on the driv ing-axles.

The wring-suspension of the motors is from the pairs of cross-bars U U of the truckframc, secured to each of which is a box 72.,in which the springs g are secured, through which springs bolts extend down'to the lugs or projections f on the motor pole-pieces ()ne of the boxes h is shown in section in Fig. 2.

The arrangements above described are, as will be seen in general, the same as that set forth in my prior patent above referred to,

dent which'm. y arise where the centering isat one point only on the axle, as in the pat- .ent referred to, and by bringing the drivingaxle close to the motor and to the neutral part of the field-magnet, or removing one or both of the poles away from such axlc,whcreby disturbance is reduced or avoided and a compact structure is pro duced.

In Figs. 5 and 6 is shown a motor ot'a ditferent formthat is, one in which the field'- magnet cxtendsin both directions from the armature, as in the so-called Siemens form of dynamo-electric machines. In this arrangement also the .armaturc shaft is geared di rect-ly to the driving-axle by gears II M. The driving-axle in this case extends between the branches of the field-magnet at one end, and arms D I) extend from the keeper 1) at that end back toward such driving-axle. Each bracket R is formed in two branches i 1',which are bolted to the projecting arms D D of the keeper by bolts 7:, and which extend one above and one below the axle A, and support between them journals I, which form the bearings for the axle. The brackets B. R extend out to near the ends ot the armature-shaft G, and are there formed with sleeves -b for receiving such shaft, and from this point they extend to the other keeper I) of the fieldmagnet, to which they are bolted by bolts 7a. This end of the motor is hung on springs g,

in the manner already explained, to the crossframe or other suitable and convenient part. It will be seen that in this form also the brackets which support the driving-axle and armature-shaft are dctaehably secured to the motor, so that one or the other of them can be readily removed when required for the purpose of repair or replacing them, or for removing the armature, if necessary.

Figs. 7 and 8 show a similar form of motor to that in Figs. 5 audit, but with different ar- 'rangement of gearing and of the driving-axle ing with -a gear-wheel I, which gearswheel, instead, of being on a counter-shaft extending acrossthe machine, is mounted at the end of a shortstud 'm, extending from the bracket R. on one side. On the stud m isalso the'pinion L, which engages with the geanwheel M on the driving-axle A. Such driving-axle extends across the end of the machine in the same way as in Fig. 3, and the brackets R R 'are attached to upwardly-turned arms D D,

which extend out'diagonally from the keeper D. Such brackets carry boxes 0, which inclose the driving-axle on each side of the motor, and they extend back, forming bearings for the armature-shaft at'b, and are secured to the other keeper E by means of arms 'n,to

which they are bolted in the same way as at 4 p Y and an electro dynamic motor mounted It will be seen that all the different arthe end next the driving-axle.

the same feature of making the centering-support at two points on the driving-axle on each side of the motor, and of providingbrackets ex.- tending from such centering-supports, which .brackets form also supports for a driving shaft orshafts, which may be the armature-shaft, the counter-shaft or stud, or both. Such brackets are also preferably detachable indepe ndently for the purpose above mentioned.

I do not claim herein specifically an electro-dynamic motor mounted upon and propelling a wheeled vehicle and having its field-magnet sleeved on an axle of the vehiole at its keeper or end farthest from its polepieces,or the same in combination with a flexible support for the field-magnet at its. other end, or the same when the keeper of the field-magnet is situated parallel with and in proximity to a driving-axle of the vehicle, and provided with extensions or projections which are sleeved on saidaxle, since all these features are claimed in my application filed March 1, 1889, Serial No. 301,683, of which the present application is adivision. Neither do- I claim herein equalizing-bars extending from one axle-box to the other on each side, in

combination with a cross-piece or frame'joining said bars and an electric motor supported at one end by said cross piece or frame and centered at its other end upon an axle with which its armature-shaft is geared," or the same in combination with two electric motors each supported at one end upon the cross piece or frame and each centered at its other end upon an axle with which its armatureshaft is geared. These features are claimed in my application filed Junell, 1889, Serial No. 313,874. Furthermore, I do not claim in this application anynovel features shown or described herein which have especial referehceto the supporting of two or more motors upon the same car or vehicle, or to the supporting of a motor through the vertically-- movable axle-boxes of avehicle 0leq11alizing-.-

bars or other parts attached thereto or' connected therewith, or to supporting an electric motor and a car-body independently flexibly upon the same truck, these features being claimed in my application filed March 30,

1889, Serial No. 305,476, and the present application being confined to the peculiar mode of centering or;sleeving the motor upon the driving-axle and the special modeof supporting and arranging the shafts and gearing shown and described herein.

What I claim is 1. The combination of a wheeled vehicle and an .electro-dynamic. motor mounted thereon and propelling the same, the same being centered at one end on an axle of the vehicle at more than one point, and a flexible support for said motor at its other end, substantially asset 'forth.

2. The combination of a wheeled vehicle thereon and propelling the same,- having, its field-magnet sleeved at one end on an axle of the vehicle at more than one point, and a flexible support for said field-magnet at its other end, substantially as set'forth.

3. The combination of awheeled vehicle, an electro-dynamic motor-mounted thereon and propelling the same, the same being centered at one end on an axle of the vehicle at two points'-0ne on each side of the motorand a flexible support for. said motor at its other end, substantially as set forth.

4. The combination of a wheeled vehicle,

.an electro-dynamic motor mounted thereon and propelling the same, having its field-magnet sleeved atone end on an axleof the vehicle at two points-one on each side of the motor-and a flexible support for said fieldmagnet at its other end, substantially as set forth.

5. The combination of a wheeled vehicle, an electro-dynamic motor mounted thereon and propelling the same, brackets extending from the field-magnet of said motor on each side and sleeved on an axle of the vehicle, a driving-shaft-su'pported by said brackets, and

gearing between said driving-shaft and said axle, substantially as set forth.

6. The combination of a wheeled vehicle, an electrordynamic motor mounted thereon and propelling the same, brackets extending from the field-magnet of the motor on eachside and sleeved orran axle ofthevehicle, the armature-shaft of thef-piotor supporter hearings on said bracketaand gearing between said armatu re-shaft and said axle, substantially as set forth.

'Z.'The combination of a wheeled yehicle, an electro-dynamic mot-or mounted thereon and propelling the same,brackets extending from the field-magnet of the motor on each side and sleeved on an axle of the vehicle, the armature-shaft ofsaid motor, a counter-shaft supported by the brackets, gearing between said armature-shaft and said counter-shaft,

, counter-shaft and said axle,

a l gearing between said counter-shaft and saidaxle, substantially as set fortlr 8. The combination of a wheeled-vehicle, an elect-ro-dynamic motor mounted thereon and propelling the same, brackets extending from the field-magnet of the motor on each side and sleeved on an axle of the vehicle and formed or provided with hearings in which the urinat ng-shaft of the motor is supported, a counter-shaft also supported by said brackets, gearing between said armature-shaft and 'said'counter-shait, and'gearingbetween said substantially as set forth.

9. The combination, with a wheeled vehicle, of an electro-dynamic motor mounted upon and propelling the same, the keeper of the and propelling the same and centered at one end on an axle of the vehicle at more than one point inside the wheels on said axle, and a flexible support for said motor at its other end, substantially as set forth.

11. The combination of a wheeled vehicle, an. electro-dynamic motor mounted thereon and propelling the same and centered at one end on an axle of the vehicle at more than one point, a flexible support for said motor at its other end, and gear-wheels on said axle between the centering-supports of the motor and the axle-boxes, substantially as set forth. 12. The combination of a wheeled vehicle, an elcctro-d-ynamic motor mounted thereon and propelling the same, brackets detachably' secured to the field-magnet on each side and sleeved on an axle of the vehicle, a drivingshaft supported by said brackets, and gearin g between said driVing shatt and said axle, substantially as set forth.

This specification signed and witnessed this 3d day of June, 1889.

FRANK J. SPRAGUE. lVitnesses;

"WILLIAM PEL'ZER,

D. H. DRISCOLL. 

